Signal.



W. H. PARRISH, JR-

SIGNAL.

APPLICATION FILED MAY 2, 190B.

Patented Feb. 9 1909.

w W v v tn come W. H. PARRISH, JR.

SIGNAL.

APPLICATION FILED MAY 2, 1908.

Patented Feb. 9, 1909.

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Z vi b1 game PATENT OFFICE,-

WILLIAM H. PARRIsH, as, or NASHVILLE, TENNESSEE.

\ SIGNAL.

no. 912,159. I

Specification of Letters Patent.

Patented Feb. 9, 1909.

Application filed May 2, 1908. Serial No. 430,601. e

To all whom "it may concern:

- Be it known that 1, WILLIAM H. PARRISH, Jr., a citizen of the'UnitedStates, residing at Nashville, in the county of Davidson and State ofTennessee, have invented new and 1 useful Improvements in Signals, ofwhich the following is a specification.

This invention relates to an improvement in the type ofsignalingapparatus shown in my prior U. S. Patent No. 847,105, datedIii-arch 12, 1907, designed primarily for service at a grade crossing ofelectric and steam railroads to automatically control the travel oftheelectrically operated train. Such patented apparatus provides automaticsignaling means for indicating to the motorman of an approachingelectric train the presence of a train upon the steam railroad within aspecified distance of the crossing, the apparatus operating to cut outthe power to the electric train in the normal operation of the devicewhen a steam train and the electric train are simultaneously approachingthe crossing. An automatic testing device is also provided incombination Withthe train controlling mechanism and is constructed andarranged to automatically advise the motorman of the approachingelectric train of any defect in the main signaling and controllingapparatus, whereby failure of the main signaling and controllingapparatus is automatically guarded against. The signaling mechanismconstructed to operate-"asabove described includes controllingcircuits,and signal lamps governed by the action ofthe apparatus toindicatewhether the way is clear for the passage of I the electricallyoperated train, whether a c that the motorman may be-warned in steamtrain is approaching the crossing and caution should be observed by themotorman of the electrically operated train, at which time the currentsupply to the electric train is cut oil, and to indicate wherfthe maincontrolling mechanism is inoperative, in order to bring his train to astop.

The object of the present invention is to provide for use 111conjunction with the lamp signaling circuits and controlled-by the mainsignaling apparatus and test device a semaphore mechanismfmoved to itsprescribed signaling positions simultaneously; withwthe energization ofthe respective coacting signaling lamps, thus rendering the a paratusmore effective for use for both n ght and daylight signaling.

time

The invention will be described in the following specification,reference being had to the accompanying drawings, in which Figure 1 is avertical sectional view, partly in elevation, illustrating thesignal-box in use with my signaling apparatus. Fig. 2 is a transversesection of the same on, line 2-2 of Fig. 1. Fig.3 isa diagrammatic viewof the wiring for the signaling a paratus.

Figs. 1 and 5 are views showing di erent po sitions of the semaphorearm. Fig. 6 isa perspective view of the semaphore arm and associatedparts.

Referring particularly" to the drawings, wherein similarreference-numerals indicate like parts throughout the several views, myimproved signaling and controlling apparatuscomprises in its essentialdetails asignalbox or casing 1, preferably of rectangular shape incross-sectioh and constructed of sheet-metal or the like, so as to bewholly inclosed, a hinged cover, as 2, being provided;

,to afiord access to the interior of the casing. The signal-bogrjissupported through the medium of suitable brackets 3 on a post orstandard 4, thelat-ter being arranged at one side of the traclcrailsimmediately adjacent the grade-crossing. The signal-box is so arrangedrelative to the respective'tracksthat the signals operative within thebox are visible only to the motorman of the electrically-controlledtrain and invisible to the tact-lever 9, oneterminal of the lever, as 10i being arranged in the normal position of the lever to engage" a.contact-post 11, secured in the base 7, the opposlte end of the lever,as 12, carrylng an armature 13, disposed within the influence of anelectro-magnet 14:,

also supported on the base 7. The contactlever ,9 -andcontact-posf' lIforni apart of I the feed-circuit for the trolley wires or conductors' 15'of -thc electrically-operated railroad. The feed-wires 16 are directlycon- .nected to the'contact-post 11 and the lever 9, as shown in Fig 1,the connection to the lever being preferably through the medium of abinding-post '17 and a coiled strip of conductor, as- 18, to permit thenecessary movement of the lever without destroying the contact.

The track-rails 19 and 20 of the steamrailroad are for a specifiedlength on each A side of the electric road-crossing to be so arranged asto provide .uninterrupted ine-.

' referred to will become a closed circuit by the presence of asteam-operated train upon the particular section of track adjacent thegrade-crossing, the wheels and axles of the.

car of the train serving to electrically'connect the normally spacedterminals. Upon the closing of the main circuit the green signal isflashed, and theenergizing of the electro-magnet 14 serves to rock thelever upon its pivotal support and break contact with thetrolley-feed-post terminal 11, thereby breaking the feed to thetrolley-wires and depriving the approaching electrically-operated trainof power.

As is well understood in the art, the feedwires for anelectrically-operated circuit are arranged to feed and control only acertain block or length of the trolley-conductors. In the presentinstance the feed-wires controlledby the signaling apparatusdescribedare to be arranged to feed and control a certain length or block on eachside of the grade-crossing, while that portion of the trolley-conductorsdirectly .-overlying the crossing, as at 24, is to be' so arranged inthe.

trolley-feeding system as to be at all times energized or liveconductors. ticular arrangement will prevent the use of the signaling aparatus from depriving the electric train '0 power in the event thesteam-operated train enters the prescribed section of track while theelectrically-operated train is on or immediately adjacent the crossing.In this event, notwithstanding the trically-operated train will be givenpower complete operation of the device, the electo'cross the track andavoid being stopped immediately upon the steam-tracks. use of the abovedescribed signaling and controlling apparatus thereby insures that thepresence of a steam-operated train within the prescribed section oftrack adjacent the This par- 4 grade-crossing will be immediatelysignaled to the motorman of the advancing electrically-operated trainand the "latter train autoinatically deprived of power to advance,thereby compelling the stopping of the electrically-operated train untilafter the passage of the steam-operated train, as suchelectrically-operated train can receive no motive power until the maincircuit is broken by the steam-operated train traveling .be-

yond the prescribed track-section and the.

return of the contact-lever 9 to normal position by gravity.

As the signaling and controlling apparatus is entirely automatic" in itsoperation, it is possible that such apparatus may-fail of actuationnotwithstanding the presence of a steampperated train upon theprescribed section of track. As ,such failure would be mainly liablethrough a defect in' the main circuit, I have arranged for combinationwith said circuit an auxiliary or test circuit, in the use of which themotorman of the advancing electrically-operated train is at oncenotified of'any defect in the main circuit. Tothis end I secure withinthe signal-box two visual signals 25, 26 preferably incandescent lightsand showing through white bulls-eyes fixed in openings in the opposite 1side walls of the box, these signals being hereinafter termedclear-signals. Above thelamps 25 and 26 I arrange two additional visualsignals 27, 28, also preferably incandescent lamps, arranged to showthrough red bulls-eyes fixed in the side walls of the casing, thesesignals being hereinafter termed danger-signals. The respective clearand danger signals are arranged in alinement,-so that one clear-signalis directly I beneath a danger-signal, as shown in Fig. 1. A pivot-rod29 is mounted in the side walls of the casing, centrally between andequally spaced from the four signals just referred to.

Independent shutters 30 and 31, are pivotally mounted upon the rod 29,each of the 1'10- shutters comprising quadrant-shaped plates- 32,maintained in spaced relation, so .as to lie ad'acent the respectiveside walls of the sig nal-box and beyond the lane ofthe respective sials. The plates 2 are of such size as to c ose the openin s in the sidewalls of .the box through whic thesignals' are visible, the respectivesignal-showing-openings of the clear and danger signals being so spacedrelative to each other that '..when the. s utters are in the upper ornormal position, as shown in Fig. 1, the danger signals are concealedand the clear signals exposed, while in the. lower or operative positionof the shutters-the clear-signals are concealed and the danger-signalsexposed. Each shutnected by a transverse armature bar with the platesof'thejshutter which latter are ter is preferably provided with acounter weight 33 carried by a curved arm 34 concoupled together l iylsaid. armature-bar; Electre inagnets 36,37 aresecuredioihe lih cu-itsystem beyond the signal-box, are in cir- 10 one of the clear-signals,as shown in Fig. 3.

main circuit immediately beyond the signalof the conductors 38 and'39being connected an open 9r broken circuiti circuits, the electro-inagnetand clear-signals included in such circuits are normally enernor1nalposition through the holding power of the respectiveelectromagnets, andthe clear-signals will be'visible through the sides the bonding betweenthe rail ends become in normal position to conceal the'danger .ingelectrically operated train will thus be signal and cut-out he knowsthat there is no I however, either of the prescribed track-rails teriorjof, the box for cooperation with said armaturef35 to hold therespective shutters signals. i iF-Eacl'i track-rail 19 and 20 as well asthat portion of the honductors of the main cir- .cuit with one of theelectro-magnets, and

For instance, the track-rail19 is in circuit with a conductor 38,including in series the electro-magnet 86 and the clear-signal 26,locatedre'mote from said magnet, the terminal-of the conductor 38 beingin electrical engagement with. the conductor '21 of the box. Thetrack-rail and main ccgnductor 22 is similarlytin circuit with aconductor 39, electro-magnet 37, and clear-signal 25. 'The respectivetest-circuits thus include one of the prescribed sections of rail andall that portion of the conductor of the main circuit connected withthat rail-section.

Asthe test-signals noted are primarily designed to provide a means forautomatically indicating any defect in the main circuits of the system,the entire length .of such circnit beyond the signal-box is inch ded inthe particular test-circuit, the ends roihe respective track;rails,;and;te-the main. circuit-conductors. As thus eennected each gircuitis broken-for any reason whatever the particular test-circuitimmediately becomes igs-the test-circuits are normally closed gized.lVith the test-signals energized the respective shutters will bemaintained in of the box. The motorman of the approachadvised that theprescribed track-section of the steam-o erated train is in propercircuit, and i he does not receive the main steam-o erated trainapproaching the crossmg an within the prescribed section. If,

or the main conductors connected thereto should for any reason bedisturbed, so as to prevent completlon of the main circuit or broken-as,for instance, the track-section 19the particular test-circuit will be,broken, with the effect to denergize the and the clear-signal 26.ie-den' ationiof the electro-magnet releasesthe shutter 30, enablingthelatter to gravitate to the lower or operative position, in whichposition it will shutout the clear-signal 25 and expose thedanger-signal 27. As the openin of the test-circuit re ferred toextinguis hes the clear-signal 26.

and by the operation of the shutter 30 shuts off the clear-signal 25,the effect of the openin of either testesignal will eliminate both clear-signals and expose oneor the other of the danger-Si als.

In the operation 0 either test-circuit as described the. motorman of theapproaching electrically-operated train will by the elimination of theclear-si nalsand' the showing of the danger-signal e at once advised ofthe defect in the main signal system. Hence said motorman will exerciseevery possible caution in approaching and before crossing thesteam-railroad. The test-circuits therefore serveas' an automatic checkon the main signal system, providiirg a means wherebyia defect in themain system is at once signaled to the motorman of approaching trains.

The danger-signals 27, 28, are independent of any of thesignal-circuits, being, in the event such danger-signals areincandescent lamps, connected in an independent lamp-circuit 40, asshown in Fig. It is to be understood, of course, that as thedanger-signals are wholly independent of any of the signal-circuits thelights of said signals ay be incandescent lamps, oillamps, or. anypreferred means of transmitting light.

In the improvement constituting thesub- .ject-matter of the presentinvention, a semaphore is rovided which is moved to danger position ygravity, normally held insafety position by the test or danger-circuit,and

adjusted and held in caution position by the 43 supported by the post orstandard 4; above the signal-box 1. The "pivoted end of the arm carriesa counterbalancing weight 44:, operatingfivhen the arm is not otherwiseinfluenced, to swing said arm to the normal or danger position. Alsofixed to the shaft *2 and extending at a proper angle therefrom aremetallic stems and 45 carrying contact-heads or shoes 46 and 46,serving, respectively, as armatures for use in conjunction with andadapted to be influenced by electro-magnets 47 and 48, one of relativelygreater power than the other, said magnets being supported upon thebracket and 0011- trolled respectively by the caution a'nd danger-signalcircuits of the apparatus. The magnet 47 is connected with thecautionsignal circuit by extensions 21 and-22 from the wires 21 and 22,while the magnet 48 is arranged in an independent circuit includingwires 49 and 50 leading into the signaling-box 1 and connected thereinby binding posts to contacts 51 and 52 supported in any suitable mannerin fixed relation relative to the box to normally engage contact stripsand carried by the shutters and 31, so that when said shutters are innormal position concealing the danger-signal 27 and 28 the magnet -18will be energized' For the purpose of'bridging and forming an electricalconnection between the strips and 5 1 when the shutters are in normalposition, contacts 51 and 52 are provided and suitably supported in thebox and are connected by a conductor 55, such bridge being arranged toconnect the strips for the passage of a current through the magnet 48 aslong as the shutters expose the clear signal lights and conceal. the redor danger signal light. As a result of this construction and arrangementof parts, it will be understood that normally the armature 46 isattracted by the energized magnet 48, whereby the semaphore is drawndown and normally held in its vertical or safety position. When,however, the normally open-circuit of the main signaling and"controlling system, including the conductors 21 and 22, is

closedby an approaching steam-operated train and the, electroanagnet 47'isithereby energized, such magnet 4:7 will overpower magnet- 48 and thearmature 4L6 will be attracted by said magnet 47 against the resistanceof magnet 18 and. the semaphore will accordingly be swung to and held ini-tsoblique caution position shown in Fig. 4.

Upon such circuit being again broken by theor the magnet 37, resultingin the dropping of one or the other of the shutters, whereby theconnectionbetween the wires 19 and 50 is broken, thus deenergizing themagnet 48 and allowing the semaphore armjo beswung upward to the dangeror horizontal pos i tion by the action of its counter-weight. Hence itwill be seen that the movement of the armature to danger position willoccur simultaneously with the elimination of the clear-signal lamps andexposure of the dan ger-signal lamps.

safety in the control of trains.

The above description and drawing de scribes the invention asparticularly designed for use with a railroad-crossing with therespective tracks used for a steamoperated railroad and anelectrically-operated railroad. In the invention the steamoperatedrailroad is given the right of Way and the signals always set againstthe electric railway. It is to be understood that the invention isequally applicable to railroadcrossings wherein the crossing roads areboth electric, as an urban and interurban road, and that either may begiven the right of way in accordance with the arrangement of thesignals.

\Vhile preferring specific details of construction and arrangement ofparts described in the above specification and illustrated in thedrawings, it is to be understood that I do not limit myself thereto,considering as within the spirit of the present invention all suchchanges of structure and variationsor modifications of parts as maylegally fall within the scopeof the appended claims.

Having thus described the invention, what I claim as new is 1. Acrossing signaling system, including a semaphore and controlling'meanstherefor operated by one train to move the semaphore to a certainposition for signaling the crossing train, and means for moving thesemaphore to a different position in the event of defect ofthefirst-mentioned means.

2. A crossing signaling system, including a semaphore and controllingmeans therefor operated by one train to move the semaphore to a certainposition for signaling the crossing train, and test means influenced byand actuated in the; event of defect of the first-mentioned means formovement ofthe semaphore to a different position.

3. A crossing signaling system including a main controlling circuit, asemaphore controlled thereby for operation to a prescribed position byone train for. signaling the crossing train. and an auxiliary circuitalso controlling said semaphore and adapted to be operated in the eventof defect of said main circuit for movement of the semaphore to adifferent position.

4. A crossing signaling system, including a main circuit having a signallamp therein, an auxiliary circuit having an independent signaling lamptherein. a semaphore controlled by both circuits. means operated byonetrain for energizing the main circuit for moving the semaphore to acertain position to slgnal the crossing train, and means for operatingthe auxiliary circuit in the event of defect of the main circuit formovement of the semaphore to a-difierent position.

5. A crossingsignaling system, including a signal operated by one trainfor signaling the crossing train, a second signal adapted to,

be operated in the event of inoperation of the first named signal, and athird signal operable with either of the other signals.

6. A crossing signaling system, including a lamp circuit operated by onetrain for signaling the crossing train, a second lamp circuit adapted tobe operated in the event of defect of the first-named circuit, and asignal controlled by both of said circuits for movement to differentpositions.

7 A railway crossing system, including a main normally open signalingcircuit adapted to be closed by one train for signaling the crossingtram, an auxiliary signaling circuit adapted to be operated in the eventof defect of the main circuit to actuate a different signal and a thirdsignal controlled by both circuits for movement to different positions.

8. A railroad crossing system, including main and auxiliary signalingcircuits, and a semaphore controlled by both circuits, one of saidcircuits being adapted to be operated by one train to move the semaphoreto a certain position to signal the crossing train, and the othercircuitadapted to be operated in the event of failure of the firstcircuit for movement of the semaphore to a different position. 9. Arailroad crossing system, including a circuit normally arranged foroperation by one train, an auxiliary circuit operable in the event ofdefect of the first named circuit,- and a semaphore controlled by bothcircuits for movement to difierent positions.

10. A railroad crossing system, including a cut-out, a main circuitincluding. a signal lamp and controlling the cut-out, saidcircuit'adapted to be operated by one train to control the crossingtrain, an auxiliary circuit including a signal lamp and adapted to beoperated in the eventgaf defect in the main circuit, and asemaphorecontrolled by both circuits for movement to differentpositions.

In testimony whereof in presence of two Witnesses WILLIAM .H.PARRISH,'JR.

Witnesses:

K. T. MoCoNNIco. W. S. BRYANT I atfii; my signature

